Carburetor



O. SEIFFERLE `July 7, 1931.

CARBURETOR Filed June 24, 1929 2 Sheets-Sheet l "2f providea series of fuel inlets or jets adapted CODS and DtO VCylinders Where it iS 'nter- 35 the pistonsx which draws the fuel andV air v Therefore, I have also'found it desirable l volume of fuel; the results of which are that and IHCQHS Operated' increased suction Patented July 7, i931 f 'i i, 'i 1,813,322,

l UNITED STATES PATENT vF'llClf.- oLiviifR sEIrFnRLne-F PORTLAND, OREGON, ass-iremosJ To J.' o. nnimis con oAnBUR-E'ron l Application filed June 21.15, 1929. Serial No. 373,309. The carburetors used with the presentday vide a predetermined auxiliary reservoir of automobile engine, which is adapted for a fuel for and adjacent toy each of the 'said v wide range of working speeds, a low yidling fuel jets so that when the engine is first acspeed and rapid acceleration are, in my celerated and the suctionfis relatively weak i 5 opinion, inadequate, since the said high range the fuelniay he easily picked up off the jets 55'A j of speeds requiresfa widely varying volume and vaporized in the carburetor, unt-il theof vaporized fuelranging from very little engine has gained in momentum and theforvthe idling speedfto a relatively great suction becomes strong enough toeiiciently volume for the higher speeds, and as ancildraw the fuel directly `from the main reserf" i lary condition, the suction created by the invoir of the carburetor. f Y

take strokes of the pistons of these engines l have further' found that' with the Acar-VVV also varies greatly with the result that larger buretors as at present constructed when the volumes of fuel are required to be drawn into engine is dccelerated and the throttle! is 'in the engine at some of the speeds than the the idling position, at which time theengine` l5 carburetor can supplyvand at other speeds is operating due to its momentum, inueh fastmore is drawninto the engine cylinders than er than at the normal idling speed, that the is required for efficient combustion. suction is so strong asnot only to'pick'up Many of the( present dav carburetors, beraw gasoline eff the fuel jet withtheresult ing provided with only one fuel inlet -of that more fuel is drawn intothe cylinder fixed capacity, cannot supplya properlyinthan is required and partof which is `un- 01 teriniXed volume of fuel and of air to meet burned and exhausted in the form of the allthe varied' running conditions of the said objectionable fumes, but also they sucengne- ,1 f tion so created is so strong as to draw lubri- Therefore, l have vfound it' desirable toeating oil from the crank case past the -pist() he brought into Service, succession as miXed With tlievSalCl partly burned fueliand the throttle is opened to increase the speed increases the said objectionable odor as well y of the engine, ywhereby they capacity of the n as being wasteful of the saidzlubricating oil,V carburetor.) may be varied to. meetthe vary- Such fumes and odors are found to bees-lg "all ing demands of the engine for greater or less PQCllly hOtCGhlG OH COIIIHelClhUSSQS, 21S ,80"

volumes of fuel, i wellas other motor vehicles, which recoin-v Furthermore, in the voperation of the` nionly used for urban ltransportation where engine as it first commences t0 pull its load, frequent StOpS are Blade at Bitch Street CI'OSS- the suction created by thev intake stroke of "ing 'B0 take 011 0151@ Off P21SSeDge1`S- vaporiz'ed and intermixed in the carburetor rto provide an independent fuel and. air ininto the engine cylinders, is less than when it let for the idling position of theY carburetor has gained momentum and the pistons are, and t0 provide an auxiliary air inlet -`I0ID operating inore rapidly on the same relative the atmosphere to said fuelv and air inletthe engine is starved for fuel at first, and through the said air and fuel inlet when the then as the suction increases, the fuel is engine is decelerated andthe suctionis very picked up in unvaporized quantities andr destrong, to open the said auxiliary. air inlet livered to the'cylinders raw, causing thein and shut oft the fuel'inlet until thefspeed* 4f to he floodedL and the engine to run uneven.-i of the engine has decreased tothe normal; ly and discharge volumes of unburned fuel idling speed andthe suction has fallen -c'orcommonly known as smoke whichis volorespondingly, :thusl admitting additional 'air 'y jectionable` asfto odor and Vmore or less to the cylinders while it is deceleratin'g to .l poisoiious.- preventllubricating oil from beingpdrawn 5 Hence I have found vitdesirable to profrom the crank case and byshutting oft the fuel inlet to prevent raw unvaporized fuel from being drawn into the cylinder from the carburetor with the said further objectionable results.

The principal object of my invention is to provide an improved carburetor for internal combustion engines7 specifically automobile engines, adapted to supply a proper mixture of vaporized fuel and air to the cylinders of the engine, under all running conditions, as of starting, idling acceleration and deceleration, whereby greater economy `of fuel and a smoother running engine are attained than with the carburetors in present use.

A still further object of my invention is to "provide a carburetor adapted to eliminate the above mentioned objectionable and poisonous fumes from being exhausted from the engine which are especially predominant during rapid acceleration and deceleration of the engine as before mentioned.

A Still further object of my invention to provide a carburetor adapted to automatically admit additional volumes of air through an independent Supplementery air inlet into the throttle valve chamber of the carburetor whereby a suiiicient volume of air will always be interinixed *ith the vaporized fuel to insure complete and rapid combustion and the eiiicient and economical functioning of the engine.

These objects and other incidental features of my invention, the details of construction and mode of operation are liereina. te.. yfully described with reference to the accompanying drawings.

In the drawings:

Fig. 1 shows diagrammatically a side elevation of my carburetor;

Fig. 2 shows an enlarged section taken on the lines 2 2 of Fig. l, and of Fig. 6 and illustrates the auxiliary wells of each fuel iet;

Fig. 3 shows an inverted fragmentary enlarged View partly in section taken looking from underneath my carburetor as shown in F ig. l, with the inlet housing` removed and illustrates the passageways leading from the said wells to the fuel jets;

Fig. 4 shows an enlarged section taken on the lines 4`4 of Figs. l and 6;

Fig. 5 shows a section of my carburetor taken on the line 5&5 of Fig. 6;

Fig. 6 shows an enlarged vertical section taken on the fragmentary line 6-6 of Fig. 3 and illustrates in greater detail the relative arrangement of the parts;

Fig. 7 shows a section taken on the line 7-7 of Fig. 6.

Referring now to the drawings and particularly to Figs. l and 67 my carburetor comprises a housing a including a main air inlet b and outlet c, the latter adapted to be connected in the usual manner to the intake ducts p, p', 02, p3 leads from t the bottom oi' the main reservoir g,

Figs. 2 and 3 to the bottom of cylindrical wells g, g', g2, g3. Regulating needle valves fr are threaded in vertical recesses in the said chiots p, lo', p2, p3 and adapted to regulate the fiow of fuel therethrough from the reservoir g.

Adjustable covers l are threaded in the top of each well by which their capacity may be regulated and air Iducts e are provided in each cover to permit the free passage of fuel into and from the said wells.

A duct leads from the well g and opens into a Venturi tube Q located in the air mixing chamber 1i. The Venturi tube 2 is connected at its upper end through an accelerator passageway 2a with the throttle valve chamber Similarly, ducts t and t3 lead from the wells y', Q3 to Venturi tubes 3 and 4 which open through accelerator passageways Se and le respectively arranged adjacent to and successive order to the passageway 2a into the said throttle valve chamber j. The passageway la being of relatively greater size than the passageway 3a. Two conduits 'fiand t5 lead from the well Q2 and open into Venturi tubes 5, 5a.

The Venturi tubes 5, 5a are connected to a still larger accelerator passageway 5b opening into the throttle valve chamber j adjacent to the passageway ela.

By this construction fuel from the main reservoir (f/ will flow through the chiots p, p', 292, p3 to their respective wells and through the ducts t, 2," and til, to their respective Venturi tubes until the level of the fuel reservoir g .is reached.

rlhus the wells hold an auxiliary supply of fuel adjacent to the Venturi tubes which may be easily picked up and vaporized 'and a graduated supply ot vaporized fuel is provided to meet all the requirements of the motor under its varied ruiming conditions as each accelerator passageway is brought successive'- ly into service as hereinafter -further described.

Another duct ll is connected to the well g3 leading' through a port lla into an idling passageway l2 opening into the throttle valve chamber 7' at the side of the accelerator passageway 5b. An air passageway 8 is provided in the outer end of the idling passageway l2 regulated by a screw 8a.

The end of the passageway l2 adjacent to the port lla is enlarged somewhat forming a valve chamber 9 and a piston valve 16 is continues to move wise vdirection r.by means provided therein, skirt which is adapted in one position to register with an auxiliary air passageway 2O in l the wall of the valve chamber 9.

A needle valve 13 is .loosely carried. in a web ofthe lower end of the piston valve 16 and is adapted tol seat in the port 11af `The upper end of the needlev valve 13 is provided with a nut 13b and is held normally extended from the piston valve 16 by a spring 13a'secured to the lowerend of the needle valve, as at 13e,l and bearing against the web of the piston valve, so thatwhen the piston valve isl moved downward due to the action of an excessive `degree-of suction in the idling passageway, the port 11a will first `be closed by the needle valve and then as the piston valve downward on the needle valve, the passageway 20 will beopened and permit auxiliary volumes of air to be admitted to vrelievethe excessive suction.

The upper end of the stem-16a of the piston valve 16 projects through the housing and is provided with an expansion spring 18 bearing against the exterior of the housing at one end and against a nut 18a carried by the stem at the other to normally hold the passageway 2O closed and the port 11a open. Iielief ports 18?) are provided inthe .housing abovethe said piston valve 16, see Fig. 6.

. Within the throttle valve chamber is provided the throttle valve comprising VaV shaft 25a journal'ed in the walls of the chamber as at 25?) and spaced circular sides 250, the latter carrying webs 26 and 27 arrange at approximately opposite sides of the valve. The web 26`is of such widthv and is so arranged as kto close the accelerator passage-l ways 2a, 3a, 4a and 5b whenthe idling passageway 12 is'opened, seefFig. 6, and when the valve member is rotated of a lever 25d and suitable operative connections, not shown, to close the idlingY passageway 16 and open the accelerator .passageways 2a, 3a, 4and 5?) successively'. Y y Stops 25ey are provided on the exterior of the throttle valve chamber walls at eachside of the lever 25d to limit its movement to closing and opening the several Apassageways leading into the said chamber. c

A supplementary air inlet 30 is provided in the throttle valve housing approximately opposite vthe accelerator and idling passageways andis controlled bythe web 27 so that 'the supplementary air inlet is closed when the idling passageway 12 is open, and is opened simultaneously ast-he idling passageway is closedk and the acceleratorv passageways are 1,

opened successively.

" A valve 31 is located in thesaid supplementary valve chamber k adapted to be actuated when the supplementary air inlet in the throt-Y` tler valve chamber y' is open,rby a predetercarrying a port y18 in its l d vof the dash-pot 41 in an anti-cloclr- Y mined degree of suction inthe said throttle valve chamber.

'lhevalvel k31 is carried on` the upper end` of a valve stem 32 and is adapted to be ynormally seated on the inner side of a valve port 33 which f opens to the atmosphere. rllhe stem 32 projects above the saidvalve 31 and is guided in a housing of the valve chamber.y An expansion spring- 35 is mounted on the stem 32 above the frame in place by a nut 32a to normally hold the valve 31 closed. A bell crank lever 36 isl pivotally carried by the frame 34'the endof ofV the stem -32 is secured by a set screw 325 Yand extends through the lower wall of the chamberc into a dashpot 41 and carries on its lower end a flange 42. A pin 43 is secured in the lower end of the tubular' member by a screw 43a and projectsthrough a plunger 44 loosely mounted thereon.` The pin 43 is provided on its lower end with Van expansion spring 45V underside of the plunger 44 at one end and against a nut 46 on the end of the pin at the 47 is provided in the wall` other. A by-pass y connecting the space inthe dash-pot above the plunger 44 with the' space below, and regulating screw 47a is threaded into the said by-pass. Ports 44a are provided in the plunger adapted to be 'closed bythe flanger 42 whenin co' Vtact therewith. Y

The dash-pot is provided with ay suitable oiladapted to resist the downward movement of the plunger 41 since itcan only escape through the relatively smaller bypassr47. l 'By this construction means are provide whereby when an insufficient supply ofV air is being supplied to the engine cylinders through the inlet c andthe suction in the intake manifold is excessive, the valve 31 will be drawn downward ropeningthe poi't'33 and admitting additional volumes of air to re lieve the said excessive suction. The port 33 will remain open until thesaid suction falls tosucli a point as to permit the spring 35 to close'the valve 31. The function of the dash-pot 41 isto prevent sudden and rapid opening of the valve 31, but sincethe flange 42 only bears against the plunger 42, the

35 can quickly close the said valve31.

spring `the'supplementary*passageway 30; and a frame 34 integral with the 34 andbears against and` is heldV bearing against the Special'baies 50 are l provided in the out# the other end of the lever-being connected by suitable means,

kchoke valve 51@ of the usual form is provided in the air: inlet Z) which though rarely neededl which-engages with a loose Vwasher 35a ar- 30 with my carburetor may be required under extremely severe starting conditions of the motor, the latter being operable by a lever 5l and suitable operative connections not shown.

Now, in the operation of my carburetor assume that the engine has been started and is idling. The throttle valve will be in the position shown in Fig. 6 with the idling passageway 12 only open, the passageway 30, of course, being closed. Air is then being drawn by the suction created by the pistons from the air passageway 8 through the idling passageway l2 and as it passes over the port 11a it draws up and vaporizes fuel from the duct ll, thus supplying a proper idling mixture.

However, assume that the engine has been accelerated while pulling its load, and then the throttle valve is closed, that is, returned to its initial position, then the engine while decelerating is operating faster than its nor- Inal idling speed and the suction through the idling passageway l2 is very great, tending to draw raw fuel from the duct 1l and at the same time to suck lubricating' oil from the crank case past the pistons causing the heretofore mentioned objectionable fumes and waste of both lubricating oil and fuel.

In my carburetor however' this excessive suction draws the piston valve 1G and the needle valve 13 down until first the port lla is closed and the fuel is shut oil" and then as it moves further down opens the auxiliary 1 air passageway 20 and admits additional air to relieve the said suction, thus preventing the said undesirable results.

F urther, when the engine is hrst accelerated, it is operating slowly in proportion to the volume of fuel being supplied and the suction is relatively weak` so that by providing auX- iliary volumes of fuel sufficient to supply the engine during such first period, adjacent to the Venturi tubes, the fuel may be easily picked up and vaporized, and then when the engine has gained in momentum and the suction is stronger, the engine will then be capable of drawing fuel from the main reservoir, the fuel in the wells being` of such predetermined quantity as to have been exhausted during the first part of the acceleration. Further as the throttle valve is opened wider, and the engine correspondingly accelerated and each accelerator passageway is brought into service this auxiliary supply of fuel is similarly used. and for the same purpose, thus providing a smooth runnin'-T engine and preventing it from being starved at first causing fuel to be jerked into the carburetor in its raw state, which is undesirable and causes the engine to run unevenly.

I have also found that with my carburetor, not only have I provided means for eliminating fumes due to partially burned fuel and lubricating oil, but I have reduced the amount ofdangerous carbon monoxide to a negligible point, which is ordinarily a product of combustion of internal combustion engines since with the present carburetor the engine is nearly always operated on an insuflicient supply of air, causing the formation of the dangerous carbon monoxide as a final combustion product instead of the harmless carbon dioxide which is the natural final product, but which cannot form because of the lack of sullicient air to provide the additional molecule of oxygen for changing the monoxide to the dioxide.

I claim:

l. A carburetor comprising a housing, a main fuel reservoir and a control valve therefor, a` manually operated throttle valve, a series of fuel wells, air inlets therefor, ducts connecting said wells with said reservoir, an air inlet in said housing arranged between said reservoir and the chamber of said throttle valve, a series of Venturi tubes located in said airinlet, a series of accelerator passageways connecting the said Venturi-tubes, respectively with the throttle valve chamber, ducts letuling` from the said wells and opening into the said Venturi-tubes respectively, and said manually operated throttle valve adapted to open one or more of the ports of said accelerator passageways successively.

2. A carburetor comprising a housing, a main fuel reservoir and a control valve therefor, a manually operated throttle valve, a series of fuel wells, air inlets therefor, ducts connecting said wells with said reservoir, an air inlet in said housing arranged between said reservoir and the chamber of said throttle valve, a series of Venturi tubes located in said air inlet, a series of accelerator passageways connecting the said Venturi.- tubes, respectively with the throttle valve chamber, ducts leading from the said wells and opening into the said Venturi-tubes respectively, a supplementary idler passageway from one of said wells to said throttle valve chamber, a valve controlling the passage of fuel into said idler passageway, and said manually operated throttle valve adapted to close the port of said idler passageway when operated to open one or more of the ports of said accelerator passageways successively.

3. A carburetor comprising a housing, a main fuel reservoir and a control valve therefor, a manually operated throttle valve, a series of fuel wells, air inlets therefor, ducts connecting said wells with said reservoir, an air inlet in said housing arranged beaween said reservoir and the chamber of said throttle valve, a series of Venturi tubes located in said air inlet, aseries of accelerator passageways connecting' the said Venturi tubes, respectively with the throttle valve chamber, ducts leading from the said wells and opening into the said Venturi ,tubes respectively, a ysupplementary idler passagewayV from one of said wells to saidthrottle valve chamber, a valve controlling the passage of fuel into said idler pas-y sageway, an air inlet inksaid idler passageway, and saidv manually perated throttle valve adapted to close the port of said idler passagewa lwhen operated to open onev or more of lthe ports of said accelerator passageways successively.

4. A carburetor comprising a housing, a main -fuel reservoir and a control valve therefor, a manually operated throttle valve, a series of fuel wells, air inlets therefor, ducts connecting said wells with said reservoir, an air inlet in said housing arranged between said reservoir and the chainber of said throttle valve, a series of Venturi tubes located in vsaid air inlet, a series of accelerator passageways connecting the said Venturi tubes, respectively with the throttle valve chamber, ducts leading fromy the said wells and opening into the said Venturi tubes respectively, a supplementary idler passageway from one of said wells to said throttle valve chamber, a valve control,-

v ling the passage of fuel into said lidler ypasseries of fuel sageway, an air inletand an auxiliary valve controlled air inlet in said idler passageway, the valve controlling the passage of fuel into said idler passageway and the valve controlling the auiiliary air iv let of the lat-4 ter being connected so as `to close said fuel passageway before the opening of said auX- iliary air inlet, and saidl manually operated throttle valve adapted to close the port of said idler passageway when operated to open one or more of the ports of said accelerator passageways successively.

5. A carburetor comprising a housing, a main fuel reservoir and a control valve there for, a manually operated throttle valve, a series of fuel wells, air inlets therefor, ducts connecting said wells with said reservoir, an air inlet in said housing arranged between said reservoir and the chamber of said throttle valve, a series of Venturi tubes lo cated in said air inlet, a series of accelera-y tor passageways connecting the said Venturi tubes respectively with the throttle valve chamber, ducts leading from the said wells and opening into ythe said Venturi tubes respectively, a supplemental air inlet into said throttle valve chamber, a valve responsive to suction controlling said supplemental air inlet, and said manually operated throttle valve adapted to open one or more of 'the ports of said accelerator passageways successively, and simultaneously to open said supplemental air inlet, and vice versa.

6. A carburetor comprising a housing, a main fuel reservoir and a control valve therefor, amanu'ally operated throttle valve, a wells, air inlets therefor, ducts connecting said wells with said reservoir regsaid idler passageway ing into the said ator feeds successively and i ulating yvalves in each ofsaid ducts,an air inlet in'said housing arranged between said reservoirrand the chamber of said throttle valve, a yseries of Venturitubes located in said airE inlet a series of accelerator passageways connecting vthe said Venturi tubes, respective ly with the i throttle valve chamber, ducts leading from the said wells and opening into the said Venturi tubes respectively, a supplementary idler passageway from one of said wells to said lthrottle valve controlling the passage of fuel into said idler passageway, an lair inlet and an auxiliary valve controlled-air inlet in said idler passageway, the valve controlling the ,passage of fuelintotsaid idler passageway and the valve controlling the auxiliary air inlet ofthe latterv being connected so as to yclose said fuel 4passageway before the opening of-sai auxiliary. air inlet, a'supple'mental air inchamber, a valve l let into said throttle va-lve'chamber, a valve Aresponsive to suction controllingsaid sup- Y Y i plemental air inlet, said manually operated throttle valve adapted to close the portof when operated toopen one or more of the ports of said accelerator passageways successively and simultaneously to opensaid supplementaly airinlet, and vice versa. .e i, i Y

7. A carburetorcomprisingy a housing, a main fuel reservoir and a control valve there-y for, manually loperated throttle' valve, a series of fuel wells, airinlets therefor, ducts connecting'said `wells with said reservoir',`an air inlet in said housing arranged between said reservoir and the chamber of said throttle' valve, aseries offVenturi tubes locatedv in said air inlet, a series of accelerator passage--` ways connecting the spectively with the throttle valve chamber, ducts leading from `the said wells 4and open- Ven'turi tubes respectively, ka `supplemental air inlet for said throttle valve chamber, a valve responsive to suction controllingV the said supplemental air inlet, means in kcombination with said valve causing the latter to open slowlylwhen actuated byfsaid' suction, and other means adapted to rapidly close the said valve when the suction is discontinued. i l l 8. Inacarburetor, in combination with the throttle valve andthe float valve chamber, a series of independent accelerator fuel feeds of progressively larger capacity and an idler fuel feed connecting said float valvefchamber with said throttle valve,said throttle valve adapted' when operated to close said'` idler feed and to open one or ymoreof said accelervice versa. y k9.` In a carburetor in -combination with the throttle valve and the float valve chamber, a series of independentaccelerator'fuel feeds and an idler'fuel feed connecting said float valve chamber with 'said throttle valve, a

valve responsive to suction controlling said vsaid Venturi tubes, reg iio idler fuel feed, said throttle valve adapted when operated to closev said idler feed and to openr one or more of said accel# erator feeds successively and vice versa, whereby When the suction through said idler feed rises Vabove a predetermined point, said idler feed valve Will he actuated to proportionately reduce the flow of fuel therethrough.

19.111 a carburetor in combination With the, throttle valve and the float valve charnfr, aseries of independent accelerator fuel feeds and an idler fuel feed connecting said float valve chamber With said throttle valve, a i valve responsive to suction controlling said idler fuel feed, said throttle valve ada ted when operated to close said idler fee' and to open one or more of said accelerator feeds successively and vice versa, an auxiliary air inlet for said idler feed and a control valve therefor, said valve controlline' thel idler fuel feed and said valve contro iling the auxiliary inlet connected 'together, ivherehy when the suction through said idler feed rises above a predetermined point, said auxiliary inlet will be opened to proportionately reduce the force of said suction and simultaneously said idler feed valve will beI actuated to proportionately reduce tieI flow of fuel therethrough. V lvl. a carburetor in combination with the throttle valve and the float valve chainher, a'series of independent accelerator fuel feeds of progressively larger capacity and an idler fuel feed connecting float valve chamber With said throttle valve, a valve re- Lponsive to suction controlling said idler fuel eed, said throttle valve adapted When operated to close said idler feed and to open one or incre of said accelerator feeds successively and vice versa, whereby when thev suction through said idler feed rises above a predetermined point, said idler feed valve Will be actuated to proportionately reduce the flou7 of fuel therethrough. U l2. I n a carburetor in combination with the throttlev valve and the float valve chamber, a series of independent accelerator fuel feeds and an idler fuel feed connecting said float valve chamber with said throttleI valve, a, valve responsive to suction Controlling said idler fuel feed, said throttleI valve adapted when operated to close said idler feed and to Open one or more of said accelerator feeds successively and vice versa, whereby when the suction through said idlerV feed rises above a predetermined point, said idler feed valve will he actuated toY proportionately re ure the flow of fuel therethrough, a supplementary air inlet for said throttlev valve cliamber, va control therefor responsive to suction.

` OLIVER SEIFFERLE. 

